Change-speed gearing multiple drive transmission



March 18, 1952 MOORE 2,589,844

CHANGE-SPEED GEARING MULTIPLE DRIVE TRANSMISSION Filed April 23, 1948 8 Sheets-Sheet l INVENTOR IRVING MOORE CHANGE-SPEED GEARING MULTIPLE DRIVE TRANSMISSION Filed April 25, 1948 MOORE March 18, 1952 8 Sheets-Sheet 2 INVENTOR //?V/NG MOO/3E ATTO R N EY 1. MOORE MarcB 18, 1952 8 Sheets-Sheet 4 INVENTOR [RV/MG MOORE ATTORNE March 18, 1952 l. MOORE CHANGE-SPEED GEARING MULTIPLE DRIVE TRANSMISSION 8 Sheets-Sheet 5 Filed April 25, 1948 INVENTOR flew/v Moo/e5 TTORNEY March 18, 1952 MOORE 2,589,844

CHANGE-SPEED GEARING MULTIPLE DRIVE TRANSMISSION Filed April 23, 1948 8 Sheets-Sheet 6 INVENTOR //\V/N G MOORE C Y ATTO RNEY March 18, 1952 1, MOORE 2,589,844

CHANGE-SPEED GEARING MULTIPLE DRIVE TRANSMISSION Filed April 23, 1948 8 Shee'ts-Sheet 7 INVENTOR //?v//v Moo/e1:

ATTORNEY March 18, 1952 I. MOORE. 2,589,844

CHANGE-SPEED GEARING MULTIPLE DRIVE TRANSMISSION Filed April 23, 1948 8 Sheets-Sheet 8 /04 m6 Tlfill? I INVENTOR ATTORNEY Patented Mar. 18, 1952 CHANGE-SPEED GEARING vMULTIPLE DRIVE TRAN SMI SSION IrvingMoore, Scotch Plains, N. J.

Application April '23, 19 l8, 'SerialiNo. 22,834

1 ,This. invention stems from my application No.."695,709., filed September '9, 1946, "and now abandoned, and relates to means for transmitting-the power of a motor to the wheels of "a vehicle. through transmission differential in which one set of gears of transmissionis mounted on-the differential housing, the engaging set being adapted to move on a shaft parallel to the central, axis of the differential shaft and transverse to central axis of motor shaft, the motor being directly connected to the bevelled pinion gear of the difierential through the usual clutch member.

'It has for its. object the production ofa unit transmission that may be readily adapted to any kind of motor vehicle including automobiles, .busses and locomotives. The. transmission differential may be mounted direct to a cross-member .cfthe vehicle chassis and connected to transmit flexible floating power to the wheels and to drive aplurality of driving wheels with one transmission located either from the 'front' or rear of the vehicle and/or in any combination. thereof.

It further provides a simple meansto cut in and out of active driving any pair of wheels leaving the othersin free wheeling.

It further provides a means to bringthe power to both front and rear differentials with the position of the motor located either in front or totherear of the vehicle.

It "further provides for an ideal engineering design in which the center line of the main shaft of the engine and axles are all in a single plane parallel with the terrain. With' this design ;there is no permanent angular transmission of power'and its consequent torque loss.

It further provides a transmission differential that has ample room to provide for any member of forward'and reverse speeds without crowding and a direct drive from motor shaft to'pinion gear shaft of the transmission differential.

As a'salientfeatu're. of my invention I provide the transmission differential which may be con- .nected to all the other differential members through take off power units from the trans- 1- Claim. (01. 180-49) the power plant and the driving "axles-bf the difierentials.

. In addition thereto, it provides a simple, in-

; expensive design that may be applied to a cheap vention willnow be described in connection-with competitive automobile of the-fourwheel type.

The foregoing and other features of my inthe accompanying eight sheets of drawings forming part of this specification in which I T have represented my transmission differential in its preferred form, after which I shall point out 12 in the claim those features which I 'believe'to benew and of myown invention.

In the drawings,

-- Figurel is a diagrammatic elevation of a vehicle embodying my invention as applied to :a

simple two wheel drive'automobile.

Figure 2 is a diagrammatic elevation of a vehicl'e showing both front and rear drive on six wheel chassis with one or two motors;

Figure '3 is aplan view of vehicle shown: in Figure 2, 'but having four wheels front and rear.

1 t Figure 4 is'a vertical'end view in partsection 1 through the transmission differential along. the

1'; to that shown in Figure 5 taken along the line similar to that shown in Figure 4.

Figure 7 is an end view of left hand flange of the diiferential spider, line l -1, Figure 6.

Figure 8 is an end view of right hand flange of differential spider, line88, Figure 6, showing cut away portion for lubricationpurposes.

Figure 9 is a detail of power-take. off section taken'along-line 9-9,, Figure 5. v

Figure 10 is a section along line Iii-Ill, Figure 9, showing clutch for engaging power of. extra wheels.

Figure 10.

Figure 12 is a detail of control of clutch for 1 engaging. power to extraset of wheels.

mission diiferential and that all are rigidly mounted. on cross members of the chassisthere "i heingno" relative spring movement between the .powerplant and the driving axles; that each wheel isv connected to one 'of the axles of the differentials through a separate universal joint and. spline shaft connection and thus floating. fiexiblepower is 'transmited individually to the wheels without any relativemovementbetween Figure 1'3v is a plan view of steering arrangement when multiple front steering wheels are employed.

Figure 14is an elevation offront wheel con nection showing'free wheeling suspension.-

Figure 15 is an elevation of rear wheelcon- 'nec'tion showing the driving connection.

Figure 1-6 is a plan of detailshown in Figurelj.

Figure 17 is a plan "of detail shown in Figure 15. v

in Figure l which'is a diagrammatic sketch of a simple automobile embodying my invention I show a motor II through its usual clutch I2 directly connected to a transmission differential I3 driving the wheels I4. The steering wheels are shown at 2I4. The chassis of the automobile is represented as I5.

In Figure 2 a modification is shown in which the motor II, clutch I2,-transmission differential I3 are substantially the same as shown in Figure 1 and to which are added auxiliary shafts I6 and I1 receiving their take off from the differential I3. With this arrangement the power may be transmitted to the front wheels through the drive shaft II or it may be used to drive a third set of wheels directly "ahead of the four wheel unit. Means I8 is provided to cut in and out of action the extra set of wheels which when not used in the driving unit, may run free wheeling. Details will follow.

In Figure 3 a further development of the invention is diagrammatically represented. Herein there are four pair of wheels I4, all connected to the power plant, after the manner disclosed in description of Figure 2. In this case the controls I8 are connected so thatany combination of driving wheels may be employed: It will'be observed that the connecting rod I8 on the top of the drawing is connected only to the extreme front and rear wheel differential housing, while the lower connecting rod I8 is connected to move all four of the cut offs.

Referring now more particularly to Figures 4, and 6. The motor I I through the usual clutch I2 arrangement is directly connected to a shaft 2I mounted in bearings 22 in housing23. On the opposite end of shaft 2I ,is provided a bevelled gear 24. The gear 24 meshes with bevelled gear 25 which is keyed or pinned to a shaft 26 mount ed to rotat in bearings 21. This shaft carries the sliding ears 28, 29, 30, 3| of the transmission. These gears are adapted to slide on the shaft 26 along the'key 32 ,'-33 and are moved there-' on laterally by arms 34 and'35rpinned to shaft 36, the shaft being mounted to lide in bearings 31 mounted in the side plates I22 and I23 ofthe housing 23. The shaft 36 may be slidably moved in the bearings 31 by means of the bell crank 38 mounted to rock on shaft 39. The bell-crank is provided with slots 49 in which slides a trunnion M which is pinned to shaft 36; On the ends of shaft 39, I provide bell cranks 42 which may be linked to the steering post of the vehicle by any convenient means so as to provide control -'of the shifting of the gears. As this link connection is in common practice it is thought that no further description is'necessary.

It will be observed by referring to Figures 4 and 6, the main differential shaft 45 is mounted in bearings 43 in side plates I22 and I23 of housing 23 and is parallel to the shaft 26 and also at right angles to center line of motor shaft 2 I.

With this construction the four differential gears are used in which gears I43. and I44 are mounted 'to turn on shaft I45 which in turn is mounted in differential spider 46. The spider 46 carries a central shaft 45 on one end of which isa'b'evelled gear 48 adaptedto mesh with the gears Iii-I44; This shaft is free to turn in I the spider and is mounted in bearing43 mounted in the side plates I22 of housi g 23 On the outer portion of the spider cylinder 46, I provide a 'bevelled take off gear I48 and two spur gears 49 and 50, all keyed to the spider by means of suit- ..able' key,5J Bevelled gea1 I'48 is used for take off power for multiple drive, hereinafter explained.

The spur gear 49 is adapted to receive in mesh the gear 38 to provide high speed to driving wheels, while the spur gear 58 is adapted to receive in mesh gear 3| to provide an intermediate speed. The arrangement of the differential gears will be readily understood by a study of Figure 8 which is the end view of the spider, open so as to expose the differential gears in mesh.

The bevelled gears I43--I44 are mounted to freely turn on pinion shaft I45 which is carried by spider housing 46 and are so spaced that they freely mesh with gear 48 on shaft 45 and gear 68 on shaft 59 forming a true differential.

On the opposite end of the differential shaft I provide a complementary spider 52 which is adapted to be bolted to the end of spider 46 by means; of a plurality of studs 53. When these two spider members are'thus joined the cut away portions 54 are provided to give free access for lubricant to flow to, the four differential gears so that they will always run in the proper lubrication.

The spider 52 carries, keyed to its outer diameter, the gears 55and 56 in spaced relations so that 55 may serve a reverse speed gear when gear 28 is engaged with pinion 51 pivoted to side plate I23 of'hou sing 23 as at 58. Spur gear 56 is adapted to engage spur gear 29 forming the low speed forward drive. This spider encloses, centrally mounted to turn, a shaft 59 which carries the fourth spur gear 69 of the differential. The shaft 59 is mounted in bearing 43 and serves as a driving shaft connected to the wheels suspension through a universal joint 62 hereinafter fully described.

By referring to Figure 5 it will be apparent how the power delivered to the gear I48 of the differential housing can be utilized to add driving power to the vehicle, through take off 63.

Mounted in the housing, located on opposite sides thereof, I provide a take off unit 63 adapted to snugly fit an opening '64 in the housing 23. This unit consists of a stub shaft 65 mounted in bearings 66. On the inner end I provide a bevelled gear 6'! adapted'to .mesh with gear I48of the transmission spider 46 and on the opposite end I provide a clutch plate 68 carrying a recess I61 in which is mounted a bearing I66. The face of the place 68 is provided with means to engage a complementary plate I8 adapted to slide on shaft, 69 but keyed thereto by means of key Ill.

The shaft 65 is mounted in bearing II in the housing of unit 63 and in the bearing I66 of the end plate of the take off housing.

To engage and. disengage the clutch faces 68 and I8, I provide bell crank 80 pivotedly mount- On either end of shaft 82 which is mounted to turn in bearings in housing 63, I provide a bell crank 83 which is connected for operation to rod I9 and through link motion 84 to steering post so that the driver 'may cut in and out the auxiliary driving wheels to permit free. wheeling or power drive at will. 1

When my invention is adapted for multiple wheel drive and it is desirable to have both-front and rear wheels driving in multiple, I provide a steering arrangement illustrated in Figure 13 which is an underside view of such a preferred lilLl-Turnbuckle I82 is illustrated but I do' not wish to limit myself to that detail as any means ofalignrnent maybe used. In the center, of these 5. connecting links I provide a stud I83 which is adapted to slide in slot I84 of link 85 pivoted at 86 to the chassis I5. When this link is moved it operates the wheels. Diagrammatically I show typical steering wheel 90, aworm 9| in the steering column, the worm driving a shaft 92 in the end of which is a bevelled gear 93 meshing with complementary gear 94 mounted on the link 85.

Each wheel is independently sprung as will be readily understood by referring to Figures 3, 14, 15, 16 and 17. Figures 14 and 16 are elevation and plan of the wheel used for steering, while in Figures 15 and 17 are shown plan and elevation of the driving wheel. In these views the exterior housing 23 of the transmission differential is shown attached to a member of the chassis I5. The power is exerted at universal joint 62, all as previously described. Mounted on the wheel hub IIlI is a flange I02 of a universal joint I03 connected to universal joint 62 by a spline shaft I04. To control the movement of the wheel I provide a saddle member I05 which straddles the universal joint I03 and is connected by suspension member I06 to a cross member of chassis I5. Interposed between the chassis I5 and the saddle member I05, I provide a spring I01. The saddle member I05 is provided with a plunger I I 7 which is centrally mounted with respect to spring I? and extends through a member of the chassis I 5. Pivotedly attached to the top of the plunger II! is a lever I08 fulcrumed at I09. The end of the lever opposite the pivot connection rests upon a cushion III), the object of which is to provide dampening effect upon excessive spring action and to absorb rebounds over rough terrain.

The wheel hub IIlI contains the usual break surface I20 and extensions I2I for mounting on spindle H2 when the wheel is used as a steering wheel. The opposing spindle connections I60 are a part of saddle I05.

By referring to Figures 4, and 6 it will be observed that the transmission differential is enclosed in a housing 23, having a main section H9 with side plates I22 and I23. These plates may be bolted to the main section by means of body fit bolts I 26. Each of the plates I22 and I23 are provided With bearings 43 for the differential shaft, and bearings 27 for the drive gear shaft of the transmission, and bearings 37 for the sliding shaft which carries the arms 34 which are provided to slide the sliding drive gears 28, 29, 30, 3| so as to mesh with the driven gears 57, 56, 49 and 50 as desired.

This housing will contain the lubricant in which the gears of the differential andthe transmission run.

I wish it distinctly understood that my transmission diflferential herein illustrated and described is in the form in which I desire to construct it and that changes or variations may be made as may be convenient or desirable without departing from the salient features of my invention and I therefore intend the following claim to cover such modifications as naturally fall within the lines of invention.

I claim:

A vehicle having in combination front and rear wheels, a motor, clutch and transmission housing mounted with its central axis transverse to the central axis of the vehicle motor, a driving shaft mounted in said housing having its axis transverse to the said motor axis, a differential mechanism mounted in said housing parallel to and below said driving shaft, said differential having an elongated spider casing, a bevelled gear fixedly mounted on said casing, change speed driven gears fixedly mounted on said casing, change speed drive gears slidably carried by said drive shaft and adapted to mesh with said driven gears, means including a clutch for connecting the motor to said transmission drive shaft, auxiliary power units including means adapted to drive the front and rear vehicle wheels, connecting means for establishing a drive connection between said bevelled gear and said power units including a stub shaft mounted on hearings in said housing and carrying a bevel gear engaging said first mentioned bevel gear, a clutch member on the end of said stub shaft, a second stub shaft mounted in said housing and having a complementary clutch member adapted to engage the other clutch member and means supported by said housing and adapted to engage and disengage said stub shaft clutch.

IRVING MOORE.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,064,213 Herman June 10, 1913 1,068,598 Martyn July 29, 1913 1,539,417 Huber May 26, 1925 1,679,805 Blumer Aug. 7, 1928 2,064,262 Keese Dec. 15, 1936 2,166,099 Quartullo July 11, 1939 2,183,667 Buckendale Dec. 19, 1939 2,206,752 Price July 2, 1940 2,232,154 Wagner Feb. 18, 1941 2,384,781 Rockwell Sept. 11, 1945 FOREIGN PATENTS Number Country Date 10,347 Great Britain Apr. 28, 1911 11,476 Great Britain May 9, 1910 828,869 France Feb. 28, 1938 

